Wallin mikael

Bachelor's thesis
Mechanical Engineering and Production Technology
Naval Architecture and Marine Engineering
2014
Mikael Wallin
AN INTRODUCTION TO THE
OFFSHORE BASICS
– Fire safety of a drillship, Drilling Rig Unit (DRU)

BACHELOR´S THESIS | ABSTRACT
TURKU UNIVERSITY OF APPLIED SCIENCES
Mechanical Engineering and Production Technology | Naval Architecture and Marine Engineering
2014| 38
Instructors
Lauri Kosomaa, Turku University of Applied Sciences
Timo Söderholm, Foreship Ltd.
Mikael Wallin
AN INTRODUCTION TO THE OFFSHORE BASICS
The purpose of this Bachelor’s thesis was to study the basics that ship designers should know
when moving from the familiar ship design duties to the unfamiliar offshore industry. The thesis
was carried out as an assignment of Foreship Ltd. This thesis uses the term offshore to refer to
oil and gas drilling only. In Finland several ship design and engineering companies have also
expanded their activities to the offshore field, of which only a few designers have previous
experience. Designers have attuned to the rules and regulations related to ships but the rules of
offshore design are derived from a different rule book. In the thesis offshore as a definition is
explained. Also different rig and vessel types are presented as well as the greatest offshore
operators. Additionally, different offshore rules and their regulators are introduced in the thesis.
In the actual study part the fire safety rules of passenger ships were compared to drillships
defined by two different rule books. SOLAS and MODU Code both by International Maritime
Organization were applied in the comparison. The differences were illustrated with help of
comparison drawings and tables made according to the above-mentioned rule books. The
requirements of fire insulation were presented in the comparison.
Even with a brief examination, significant differences can be detected between ship design and
offshore design. The functional requirements of vessels under consideration are very different
from each other and therefore, the safety requirements vary significantly in some cases. There
are a lot of new pointers in this thesis that a traditional ship designer can utilize when moving to
a new design area. The study could be expanded by comparing national regulations and
standards. The field is very broad because, in addition to the rule books, almost every country
applies their own national regulations and standards to their design projects.
KEYWORDS:
shipbuilding, marine engineering, fire safety, oil drilling, gas drilling, oilfields

OPINNÄYTETYÖ (AMK) | TIIVISTELMÄ
TURUN AMMATTIKORKEAKOULU
Kone- ja tuotantotekniikka | Laiva- ja venetekniikka
2014 | 38
Ohjaajat
Lauri Kosomaa, Turun ammattikorkeakoulu
Timo Söderholm, Foreship Oy
Mikael Wallin
JOHDATUS OFFSHOREN PERUSTEISIIN
Tämän insinöörityön tarkoituksena on tutkia tärkeitä perusasioita, joita laivansuunnittelijoiden
tulisi tuntea siirtyessään tutuista laivansuunnittelutehtävistä tuntemattomalle offshore-alalle. Työ
toteutetaan Foreship Oy:n tehtävänantona. Offshore sisältää tässä työssä merellä tapahtuvan
öljyn- ja kaasunporauksen. Useat laivansuunnittelutoimistot Suomessa ovat laajentaneet
toimintaansa myös offshore-alalle, josta harvalla suunnittelijalla on aiempaa kokemusta.
Suunnittelijat ovat tottuneet laivoja koskeviin sääntöihin ja ohjeistuksiin, mutta offshore-
suunnittelun säännöt tulevat eri sääntökirjasta. Työssä selitetään offshore-käsite, esitellään
lautta- ja alustyyppejä ja suurimpia offshore-alueita ja -toimijoita. Työssä tehdään selkoa
erilaisista offshore-säännöistä ja niiden valvojista.
Varsinaisessa tutkimusosassa tutkitaan kahden sääntökirjan määräämiä
paloturvallisuussääntöjä matkustajalaivojen ja porauslaivojen välillä. Vertailuun sovelletaan
International Maritime Organizationin laatimia SOLAS- ja MODU Code -säännöstöjä.
Eroavaisuuksia havainnollistetaan muun muassa edellä mainittujen sääntökirjojen avulla
tehdyillä vertailukuvilla ja -taulukoilla, joissa esitetään porauslaivan paloeristysvaatimusten
eroja.
Suppeallakin tarkastelulla havaitaan merkittäviä eroja laivansuunnittelussa ja offshore-
suunnittelussa. Vertailtavien alusten toimintavaatimukset ovat kuitenkin niin erilaiset, että
turvallisuusvaatimukset vaihtelevat joissakin tilanteissa merkittävästikin. Uusia asioita
perinteiselle laivansuunnittelijalle ilmenee paljon, jolloin tämä työ antaa suunnittelijalle hyvän
pohjan uuden suunnittelualan valtaamiselle. Tutkimusta voitaisiin laajentaa ottamalla vertailuun
erilaisia maakohtaisia säännöstöjä ja standardeja. Aihealue on erittäin laaja, koska lähestulkoon
kaikki valtiot soveltavat edellä mainittujen sääntökirjojen lisäksi omia kansallisia ohjeistuksia ja
standardeja suunnitteluprojekteissaan.
ASIASANAT:
laivanrakennus, paloturvallisuus, öljynporaus, kaasunporaus, öljykentät

CONTENT
LIST OF ABBREVIATIONS (OR) SYMBOLS 6
1 INTRODUCTION 7
2 OFFSHORE (OIL AND GAS) AS A DEFINITION 9
3 THE MAIN TYPES OF OFFSHORE STRUCTURES 10
3.1 Rigs 11
3.2 Vessels 13
4 MAJOR OFFSHORE FIELDS 16
5 MAJOR OFFSHORE OPERATORS 21
6 THE MAIN OFFSHORE RULES AND REGULATIONS 22
6.1 The International Maritime Organization (IMO) 22
6.2 Classification: International Association of Classification Societies (IACS) 23
6.3 Coastal Authority Standards, Codes and Regulations 24
6.4 National regulators 25
7 COMPARISON: FIRE SAFETY, MODU CODE VS. SOLAS 27
7.1 Structural fire protection 28
7.2 Protection of accommodation spaces, service spaces and control stations 31
7.3 Means of escape 32
7.4 Emergency escape breathing devices 32
7.5 Fire pumps, fire mains, hydrants and hoses 33
7.6 Portable fire extinguishers in accommodation, service and working spaces 34
7.7 Provisions for helicopter facilities 34
7.8 Operational readiness and maintenance 35
8 CONCLUSION 36
SOURCES 37
APPENDICES
Appendix 1. Example of Fire Integrity Plan (MODU Code).
Appendix 2. Example of Fire Integrity Plan (SOLAS).
Appendix 3. Category numbering (MODU Code & SOLAS).

PICTURES
Picture 1. Oil and gas reservoir (OilPrice.com 2014). 9
Picture 2. Drillship (gCaptain 2014). 14
Picture 3. Offshore structures (Kobelco 2014). 15
Picture 4. The major offshore fields (Baker Hughes 2012). 16
Picture 5. The hierarchy of documents (International Association of Oil & Gas
Producers 2010, 3) 25
Picture 6. Fire and explosion scenarios. (Torgeir Moan, Safety of Offshore Structures,
28, Norwegian University of Science and Technology). 28
TABLES
Table 1. Offshore Rig Fleet by Rig Type (Rigzone 2014). 11
Table 2. Top 10 countries for proved oil reserves, 2013 (U.S. Energy Information
Administration, Oil & Gas Journal 2014). 19
Table 3. Top 10 Oil Producers, 2012 (U.S. Energy Information Administration, Oil &
Gas Journal 2014). 19
Table 4. Offshore Rig Fleet by Region (Rigzone 2014). 20
Table 5. Offshore operator comparison (Forbes 5/2013 & RigZone.com). 21
Table 6. The category numbering of fire integrity. 29
Table 7. Fire integrity of bulkheads. 30
Table 8. Fire integrity of decks. 31

LIST OF ABBREVIATIONS (OR) SYMBOLS
Barrel Unit of volume for petroleum. 159 litres.
BLEVE Boiling liquid expanding vapor explosion
DRU Drilling Rig Unit
EEBD Emergency escape breathing device
FSS Code International Code for Fire Safety Systems
FTP Code International Code for Application of Fire Test Procedures
GOM the Gulf of Mexico
GT Gross Tonnage
ILO International Labour Organization
IMO International Maritime Organization
IOC International Oil Company
SOLAS Safety of Life at Sea
MODU Code (MC) Code for the construction and equipment of mobile offshore
drilling units
NOC National Oil Company
OGP International Association of Oil & Gas Producers

7
TURKU UNIVERSITY OF APPLIED SCIENCES THESIS | Mikael Wallin
1 INTRODUCTION
This material is intended for ship designers who are entering from the familiar
ship design to the new field of offshore technology. Ship designers have
practises that they have used for many years. Nowadays several ship design
and engineering companies are developing their activities and are expanding to
other marine sectors, for example offshore sector. This is why designers have
to use a new approach what comes to design. The crossover might not be
painless because the offshore field, its regulations and practises are different.
Designers have to consider new points in their design projects. For many
designers the whole area is new and the knowledge of offshore basics is minor.
The designer has to start from the basics including offshore as a definition, the
main types of offshore structures, main offshore fields, the major offshore
operators and main regulations. Without the knowledge of these basics, design
work will be difficult and the probability of faulty design might increase. Working
with oil and flammable gases sets a high demand on safety in the offshore
working environment.
Ship designers have to face daily a variety of challenges in their regular design
projects. Offshore design gives fire safety a special attention. Ship design
contains oil fires and gas explosions in the fire safety rules of tankers but on the
oil platforms fire safety is more complex.
The objective of the thesis is to serve as a new compact information package
for a designer who starts in the offshore design sector. The work was performed
in cooperation with a ship design company Foreship Ltd. Foreship is a well-
known and highly respected independent ship design and engineering company
providing a broad range of services to the shipping industry (Foreship.com
2014).
Foreship has the need for this kind of research. All designers will study this
information package before they start working on a new offshore project. The

8
offshore concept is very broad and therefore, the thesis covers offshore only
from the point of view of oil and gas drilling. Especially offshore structures with
an accommodation area and the requirement for interior outfitting are
presented. A structure working in accommodation mode is essentially acting as
an offshore hotel. An offshore accommodation can be equipped for a variety of
situations.
In the beginning the basics of offshore are presented but at the end the focus is
on fire safety and fire integrity. This is because Foreship is specialized in interior
outfitting where fire safety is one of the main parts of design. Ship design has its
own regulations, which are derived from a book called SOLAS. IMO SOLAS is
the best friend of the ship designer. In the offshore design, regulations are
different and MODU Code regulates them. In the thesis these two regulation
books are compared in the section of fire safety. The reader is expected to
understand the contents of SOLAS before studying this work. To illustrate the
differences, an example of Structural Fire Protection Plan is shown by these two
design methods.

9
2 OFFSHORE (OIL AND GAS) AS A DEFINITION
Offshore refers to energy activity located at a distance from the shore. Offshore
is a broad concept and therefore in this thesis offshore refers to oil and gas
drilling only. Wind energy is outside the scope of the thesis. Offshore refers to
drilling of oil and gas reservoirs away from the seabed. Oil and gas is drilled
with help of different offshore structures, for example rigs and vessels. Offshore
drilling is a process where a borehole is drilled through the seabed. Petroleum
and natural gas is located below the bedrock, which makes it difficult to extract
them. A limited amount of inland oil has driven oil industry to the seas to find
more oil deposits. There are high financial markets in the offshore industry and
that is why much money is being invested in new offshore structures all around
the world.
Picture 1. Oil and gas reservoir (OilPrice.com 2014).

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3 THE MAIN TYPES OF OFFSHORE STRUCTURES
Offshore structures are constructed for many different purposes worldwide. The
structures are expensive to construct but there is an opportunity to have
significant financial profit. The construction process demands a lot of expertise
from the designers because the offshore regulations set high standards for the
building process. Working with oil and gas is always dangerous and the risks
are higher than in normal marine structures such as ships. Different offshore
structures are designed for various water depths. Petroleum can be drilled up to
3, 000 meters (Lake, Larry W. Mitchell, Robert F; 2007, 589).
Classification of water depths (DNV, Arild Rogne. 2013, 9):
< 300 meters – Shallow water
< 1500 meters – Deep water
> 1500 meters – Ultra deep water
Offshore structures are classified to rigs and vessels. Offshore oil rigs (also
known as platforms) must service safely for over 25 years. Difficult sea
conditions with salt water set challenges to the rigs and it is crucial to consider
the circumstances as peak loads created by storm winds and waves. The
structures are made of various grades of steel and the platforms are the tallest
structures on the earth (Sadeghi 2008, 67). Their massive weight demands
special transportation methods on the sea.
“Offshore construction, with its many current opportunities and its tremendous
demands and challenges, is emerging as one of the most exciting fields of
engineering practice, one which will test human-kind's ability to rise to new
heights of skill and courage” (Ramakrishnan. 2008, 2).
Some offshore structures are classified as “Mobile Offshore Drilling Units”.
SOLAS specifies MODU as a vessel capable of engaging in drilling operations
for the exploration for or the exploitation of resources beneath the seabed
(SOLAS IX/1, MODU Code 2009 para 1.3.40).

11
3.1 Rigs
Offshore rigs, also known as platforms are massive structures which are built
for oil and gas drilling out of the seabed. Platforms are equipped with storages
where the oil can be reserved before it is transported to refineries. Several
people are working on the rigs and usually there are accommodation areas for
them. Depending on the requirement, rigs can be fixed to the seabed or can be
floating with anchors and wires.
Table 1. Offshore Rig Fleet by Rig Type (Rigzone 2014).
Rig Type Rig Fleet (rigs) % Utilization
Drill Barge 49 53.1 %
Drillship 168 52.4 %
Inland Barge 13 18.6 %
Jack-up 637 59.0 %
Platform Rig 249 54.2 %
Semi-sub 246 72.0 %
Fixed platform/ Fixed steel structure
In shallow waters, it is possible to attach an offshore platform directly to the
seabed with the use of legs. Steel is the most common material of the legs and
they are fixed to the seabed with piles. The main benefit of the fixed rigs is
stability as they are attached to the seabed. There are spaces for drilling,
production facilities and accommodation area on the fixed platform. This type of
rig is not suitable for extremely deep water as the length of the legs is a
restrictive factor. Ordinarily, these types of platforms can be installed in water
depths up to 520 meters (1,700 ft) (Maritime Connector 2014).
Tension Leg Platform (TLP)
These platforms are operated in deep waters. They are floating platforms and
their long, flexible tension legs are attached to the seabed and the legs are self-
adjusting. These legs allow lateral movement with little vertical movement. TLP

12
structures can be installed in water depths up to 2100 meters (7000 ft) (Hilyard
2012, 108 & Maritime-Connector.com 2014).
Compliant towers (CT)
These types of platforms are fixed structures but they use narrower and flexible
towers of concrete and steel. CT structures are designed to sustain high lateral
forces. Compliant towers are capable of operating in water depths ranging from
450 to 900 meters (1,500 to 3,000 ft) (Hilyard 2012, 109 &Maritime-
Connector.com 2014).
FPSO
FPSO (Floating production, storage and offloading system) is a major floating
production system. FPSO structures can be operated either as floating semi-
submersible rigs or drillships. An FPSO is designed to receive petroleum from
the nearby oil platforms or Subsea Systems (SS), process it and store oil. From
the FPSO, oil is transferred to a tanker which will transport oil to the ports.
FPSOs can be operated in water depths ranging from 450 to 1800 meters
(1,500 to 6,000 ft) (Leffler et al. 2011, 190-195 & Maritime Connector 2014).
Jack-up rig
The jack-up rig is an oil rig that it is suitable for drilling in water depths up to 120
meters (400 ft). Jack-ups are categorized to two main types; the independent-
leg type with normally three legs with a lattice construction, and the mat type
where the legs are attached to a very large mat that rests on the seabed. Both
types have a hull. They are floating in their location, lowering their legs to the
seabed, and jacking the hull out of the water to the required elevation. The
advantage of the jack-up design is that it offers a steady and relatively
movement-free platform in the drilling position and starts operation quickly and
easily (Lake, Larry W. Mitchell, Robert F; 2007, 609) (Hilyard 2012, 100).

13
Semi-Submersible Platform
Semi-Submersible platforms (SSR) are floating structures that include pontoons
and columns. They are the most popular drilling platforms, because they can be
moved from one place to another. The large anchors or the dynamic positioning
system hold the positioning of the rig. These types of platforms can be used in
water depths up to 3000 meters (10,000 ft). (Maritime-Connector.com 2014),
(Leffler et al. 2011, 106-107).
Sea Star Platform
These rigs are a more massive solution of the semi-submersible structure. They
do not have anchors or the dynamic positioning system because these rigs are
attached to the seabed by flexible steel legs. The operation depth is from 150 to
1100 meters (500 to 3,500 ft). (Maritime-Connector.com 2014)
SPAR Platforms
One of the major offshore rig types is called a SPAR. The platform is built above
a tall cylinder that is designed to be underwater in vertical position below the
platform. SPAR platforms have a better stability than Tension Leg Platforms,
because SPARs are attached to the seabed with mooring lines. SPAR platforms
are capable of operating in water depths ranging from 600 to 3000 meters
(2,000 to 10,000 ft) (Hilyard. 2012, 112).
3.2 Vessels
Offshore vessels are designed to service in various tasks associated with the
offshore drilling. The main tasks are transporting workforce, goods and
equipment from port to platform. Some vessels can also be used as offshore
platforms that operate in deep oceans (Maritime-Connector.com, 2014). A
drillship is a good example of this.
Platform Supply Vessel
Crew and all kind of cargo are transported to the platforms with help of these
vessels. There are tanks for cement, mud, drilling fluids, potable and non-

14
potable water and fuel below the deck. The deck is suitable for cargo such as
drill pipes and tubing. In case of emergency situations, PSVs are usually
equipped with firefighting equipment. The length of the vessels varies from 20 to
110 meters. Dynamic positioning prevents collisions toward the platforms
(Leffler et al. 2011, 314-315).
Drillship
These vessels have a ship-shaped design and they are fitted with drilling
equipment. The dynamic positioning system keeps them stable at the sea and
drillships can change the drilling site quickly. Because of this mobility, drillships
are more expensive to construct than semi-submersibles. In the fore of the ship
there is an accommodation area for the crew. Drillships can be operated in
water depth up to 3700 meters (12,000 ft) (Leffler et al. 2011, 107).
Picture 2. Drillship (gCaptain 2014).
Anchor Handling Tug Supply (AHTS)
AHTS vessels are designed to operate beside the oil platform. They tow the
anchors to location and anchor them up. Plenty of equipment is transported to
the oil rigs by these vessels. AHTS vessels vary from Platform Supply Vessels

15
as they are fitted with winches for towing and anchor handling (Leffler et al.
2011, 316-317).
Offshore Barges
Offshore Barges are suitable for a variety of offshore tasks. These vessels are
equipped with heavy lifting cranes and firefighting system. Moreover, Offshore
Barges can serve accommodation for the workforce beside the platform. The
length of the typical offshore barge varies between 80 and 160 meters
(Ramakrishnan. 2008, 11-12).
Picture 3. Offshore structures (Kobelco 2014).

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4 MAJOR OFFSHORE FIELDS
The main offshore fields are spread all over the world but the top three largest
offshore oil areas are located in the Persian Gulf. This is the result of oil drilling
activity since the 1950s. Also, on the other side of the world there are significant
offshore areas. Santos Basin off the coast of Brazil is a giant oil field and the
development is extensive. Kashagan field, in the North Caspian Sea, is the
largest area outside the Middle East. Other large fields are the Gulf of Mexico
and the North Sea.
Picture 4. The major offshore fields (Baker Hughes 2012).
The Persian Gulf
The Persian Gulf has the three largest offshore fields in the world. Safaniya in
Saudi Arabia is the largest one and it is owned and operated by Saudi Aramco.
The total reserve of oil is more than 36 billion barrels.
The second largest field is located in the United Arab Emirates and it is called
Upper Zakum. It is owned and operated by a joint enterprise called Zakum
Development Company (Abu Dhabi National Oil Company 60%, ExxonMobil

17
28% and Japan Oil Development Company 12%). The estimated reserve of oil
is up to 21 billion barrels.
In the shallow waters of Saudi Arabia there is an oil field called Manifa. It is the
third largest in the world. The total reserve of oil is more than 13 billion barrels
(Forbes 2013).
The Caspian Sea
The largest offshore field outside the Middle East is in Kazakhstan, Kashagan.
There are up to 35 billion barrels of oil in total and the estimated reserve of oil is
around nine billion barrels. It was discovered in 2000 and it has been operated
by KMG, Eni, ExxonMobil, Shell, Total, ConocoPhillips and INPEX. The
production is expected to increase almost tenfold by 2021 (Offshore
Technology, 4/2013).
The coast of Brazil
In the Santos Basin, Brazil the Lula field (earlier the Tupi field) is located, which
is a major offshore oil area. The main operator of the field is Petrobras that
owns 65% of it. The other eminent owners are BG Group and Galp Energia.
The approximated recoverable oil reserve is about 6.5 billion barrels. The field
was discovered in 2007 and the production began in 2010 (Offshore
Technology, 4/2013).
The Gulf of Mexico
The Gulf of Mexico is an area steeped in the tradition of offshore oil drilling. The
offshore activity is originated from the 1930s when the state of Louisiana
founded its first offshore field. The coasts of Alabama, Louisiana, Mississippi
and Texas are the main source of oil in the United States (Leffler et al. 2011,
49).
The North Sea
The North Sea is a large offshore field in Europe and it is operated by Norway,
the Netherlands, the United Kingdom, Germany and Denmark. Norway is the

18
largest oil producer in Europe and the second largest natural gas exporter in the
world. Norway has the largest oil reserves in Western Europe. According to The
Oil and Gas Journal (January 1), the proven oil reserve of Norway is 5.3 billion
barrels. Statoil is the major operator in the North Sea and it controls 80 % of
Norway's oil and gas production. In the North Sea the circumstances set
challenges for designers with the low temperatures in comparison to the other
offshore areas in the world (The Oil and Gas Journal 1/2012).
West Africa
The offshore operations of West Africa are concentrated to the coast of Niger,
Angola and Congo. The oil exploration was originated in the early 1960s, when
plenty of shallow water oil fields were brought to production at the coast of West
Africa. Oil discoveries are in water depths greater than 300 meters, and
therefore, the high quality offshore equipment are used in the coast of West
Africa as in the Gulf of Mexico and Brazil. West Africa is one of the most rapidly
expanding exploration and production area in the world (Leffler et al. 2011, 60).
Arctic Ocean
Offshore industry has also expanded to the challenging Arctic Ocean where the
circumstances set challenges for drilling. The reason for expanding is the
number of undiscovered oil and gas resources. In 2008 the United States
Geological Survey estimated that over 20 % of the world's oil and gas might be
in the Arctic area (Federation of American Scientists 2009, 15). The largest
exploration areas are in Atlantic Canada, Alaska, Norway and Russia
(Ramakrishnan 2008, 88-89). Ice class is required for offshore drilling units
operating in those areas.
Asia, Southeast
Currently Southeast Asia is one of the most active offshore areas in the world.
Malaysia dominates the offshore infrastructure of the region but China, Japan
and Vietnam are also significant players in the field. According to Infield
Systems’ “Offshore Asia Oil and Gas Market Report to 2017”, the Asian market

19
is expected to increase over 50% in offshore oil and gas in the next five years.
The Malaysian national oil company Petronas and Chinese NOC, CNOOC, are
important operators (Infield 2014).
Table 2. Top 10 countries for proved oil reserves, 2013 (U.S. Energy
Information Administration, Oil & Gas Journal 2014).
Country Billion barrels
Venezuela 297.6
Saudi Arabia 267.9
Canada 173.1
Iran 154.6
Iraq 141.4
Kuwait 104.0
United Arab Emirates 97.8
Russia 80.0
Libya 48.0
Nigeria 37.2
Note: In 2012, the United States ranked 12th in the world with 26.5 billion
barrels.
Table 3. Top 10 Oil Producers, 2012 (U.S. Energy Information Administration,
Oil & Gas Journal 2014).
Country Thousand Barrels per Day
Saudi Arabia 11,726
United States 11,111
Russia 10,397
China 4,372
Canada 3,856
Iran 3,589

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United Arab Emirates 3,213
Iraq 2,987
Mexico 2,936
Kuwait 2,797
Note: In 2012 Brazil ranked 11th and Norway 14th.
Table 4. Offshore Rig Fleet by Region (Rigzone 2014).
Region Name Rig Fleet % Utilization
Africa - West 91 77.8 %
Asia - Caspian 31 67.7 %
Asia - Far East 175 22.3 %
Asia - South East 188 54.3 %
Europe - North Sea 180 95.0 %
Mid East- Persian Gulf 133 73.7 %
N. America - Mexico 87 57.5 %
N. America - US GOM 224 37.5 %
S. America - Brazil 116 72.4 %
S. America - Venezuela 48 52.1 %

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5 MAJOR OFFSHORE OPERATORS
Offshore business is a growing industry and due to the reduction of inland oil
drilling significant offshore actors are extending their operations from mainland
to offshore. There are plenty of offshore centers in the world and every major
company is operating at the seas. These companies are significant employers
to their closest nations. The success in the offshore industry has had a
significant effect on some countries. Natural resources have enriched the local
economy. Norway is a good example for this.
The oil operators have a high revenue and they are ranked among the greatest
companies in the world. The World’s Biggest Public Companies list (Forbes
2013, Global 2000 Leading Companies) have six oil operators in the top 20.
ExxonMobil is ranked the fifth. Royal Dutch Shell (7th
) and Chevron (13th
) are
also major companies in the world. Saudi Aramco is not on the list but it is the
most valuable company in the world (Forbes 2010). Ross McCracken from
Platts says that Asia-Pacific energy companies have improved their relative
position in comparison to earlier (Businessinsider.com 2014).
Table 5. Offshore operator comparison (Forbes 5/2013 & RigZone.com).
Operator Name Country Rig Fleet Profits Market Value
Saudi Aramco Saudi Arabia 48 $311.1B $1245.0B
Pemex Mexico 48 $26.1B $415.7B
ExxonMobil USA 16 $44.9B $400.4B
ONGC India 40 $3.8B $315.3B
Chevron USA 35 $26.2B $232.5B
Royal Dutch Shell Netherlands 43 $26.6B $213.1B
BP UK 37 $11.6B $130.4B
Total France 36 $14.1B $115.5B
Petrobras Brazil 78 $11.0B $120.7B
CNOOC China 24 $10.1B $84.3B
ENI Italy 17 $10.0B $86.3B
Statoil Norway 36 $12.4B $78.1B
Conoco Phillips USA 17 $8.4B $72.1B

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6 THE MAIN OFFSHORE RULES AND REGULATIONS
As all design, also offshore is regulated with a great variety of regulations. Ship
designers are used to the IMO (International Maritime Organization) and its
SOLAS regulations in their design projects but in offshore design new
regulations have to be considered. The various offshore codes guide the
designer in the same areas as in ship design. The IMO has a particular guide to
offshore design called MODU Code (Code for the Construction and Equipment
of Mobile Offshore Drilling Unit).
Offshore has expanded all over the world, thus there are country-specific
differences in design. National regulators have standards for materials,
equipment, systems and structures for the offshore petroleum industry. Several
coast guards have their own input when it comes to safety. Coastguards
monitor maritime security at the seas. Major guardians are the US Coast Guard,
the Canadian Coast Guard and the Chinese Coast Guard.
The projects of the North Sea are the most common in Finland. Therefore, the
regulations of Norway are an important factor. PSA Regulations and its
standards are important in the petroleum field and therefore these should be
understood.
In the end, there are eleven classification societies that belong to the
International Association of Classification Societies. The three major players are
DNV-GL, American Bureau of Shipping (ABS) and Lloyd's Register.
6.1 The International Maritime Organization (IMO)
The IMO is a specialized agency of the United Nations which administers
international maritime security and prevents marine pollution from ships. The
IMO has developed and adopted international regulations and standards for
seafarers. The IMO is comprised of 170 member states (IMO 2014). The most
important offshore rules come from the IMO's SOLAS and MODU Code.

23
SOLAS
The International Convention for the Safety of Life at Sea (SOLAS) is an
international maritime safety convention. The main duty of the treaty is to
regulate minimum standards for the construction, equipment and operation of
structures, compatible with their safety. The SOLAS is viewed as the most
important safety treaty when it comes to merchant ships. The flag states are
responsible for ensuring that vessels under their flags are qualified for the
requirements of the SOLAS. The SOLAS has specified offshore in chapter IX.
MODU Code
MODU Code was written to give an international standard for mobile offshore
drilling units of new construction. This will simplify the international movement
and operation of structures and ensure an adequate safety level for structures,
and for personnel on board, equivalent to that required by the SOLAS (IMO
MODU Code 2009, preamble).
“The purpose of the code is to recommend design criteria, construction
standards and other safety measures for mobile offshore drilling units so as to
minimize the risk to such units, to the personnel on board and to the
environment.”(MODU Code 2009, Chapter 1.1).
6.2 Classification: International Association of Classification Societies (IACS)
As mentioned, all offshore structures have to be classified by a classification
society and have the registration certificates of compliance to the rules and
regulations. The purpose of MODU classification is to verify the structural
strength and integrity of the MODU’s hull, and the reliability and function of all
equipment and outfittings (IACS 2014, Classification Societies- their key role,
3). The customer decides which classification society will be used. The
classification societies have normally private ownership and have a goal to
make profit (Petrowiki, 2014). The classification societies work closely with
design companies and governments. The IACS is comprised of eleven societies
and the members are:

24
 American Bureau of Shipping (ABS)
 Bureau Veritas (BV)
 China Classification of Shipping (CCS)
 The Croatian Register of Shipping (CRS)
 Det Norske Veritas- Germanicher Lloyd (DNV-GL)
 Indian Register of Shipping (IRS)
 Korean Register of Shipping (KRS)
 Lloyd’s Register (LR)
 Nippon Kaiji Kyokai (NK)
 Polish Register of Shipping (PRS)
 Registro Italiano Navale (RINA)
 Russian Maritime Register of Shipping (RS)
However the primary societies are American Bureau of Shipping, DNV-GL and
Lloyd’s Register of Shipping. According to Petrowiki, it is very rare to see a
MODU that is not classified by one of these three primary societies (Petrowiki,
2014).
6.3 Coastal Authority Standards, Codes and Regulations
The coast guards have to be considered because they are a powerful decision-
maker in international maritime matters. They are in charge of national maritime
safety and security.
By law they have the following duties (United States Coast Guard 2014):
 ports, waterways, and coastal security,
 drug interdiction,
 aids to navigation,
 search and rescue,
 living marine resources,
 marine safety,
 defense readiness,
 migrant interdiction,

25
 marine environmental protection,
 ice operations, and
 other law enforcement.
The national coast guard has to give its permission to use a vessel in their
territory. If the permission is not given, the vessel must be modified or it has to
operate somewhere else.
6.4 National regulators
Offshore regulations are usually set by national regulators, with a few
international exceptions such as the ILO and IMO. Most of the regulators use
standards in specifying their schemes, regulations, guidelines or other
regulatory documents. The hierarchy of these different offshore documents is
shown in Picture 5.
Picture 5. The hierarchy of documents (International Association of Oil & Gas
Producers 2010, 3)

26
The OGP mentions that the oil and gas industry and regulators are not able to
work effectively without using the standards listed below (International
Association of Oil & Gas Producers 2010, 2)
 Canada
- Canada-Nova Scotia Offshore Petroleum Board (CNSOPB)
- Canada-Newfoundland and Labrador Offshore Petroleum Board
(C-NLOPB)
- National Energy Board (NEB)
 China National Offshore Oil Company (CNOOC), China
 Danish Energy Agency (DEA), Denmark
 Department of Labour (DoL), New Zealand
 Department of Mineral Fuels (DMF), Thailand
 Ministerodello Sviluppo Economico (MES), Italy
 National Agency of Petroleum, Natural Gas and Biofuels (ANP), Brazil
 National Offshore Petroleum Safety Authority (NOPSA), Australia
 Oil Industry Safety Directorate (OISD), India
 Petroleum Safety Authority (PSA), Norway
 Russia
- The Ministry of Natural Resources of the Russian Federation
(MNR)
- The Ministry of Industry and Energy of the Russian Federation
(Minpromenergo)
 State Supervision of Mines (SODM), The Netherlands
 UK Health and Safety Executive (HSE), UK
 United States represented by:
 US Coast Guard (USCG)
 US Minerals Management Service (US MMS)

27
7 COMPARISON: FIRE SAFETY, MODU CODE VS.
SOLAS
The fire safety objectives of the SOLAS are to
 prevent the occurrence of fire and explosions,
 reduce the risk to life caused by fire,
 reduce the risk of damage caused by fire to the ship, its cargo and the
environment,
 contain, control and suppress fire and explosions in the compartment of
origin,
 provide adequate and readily accessible means of escape for
passengers and crew.
As mentioned previously, mobile offshore drilling unit design is based on the
rules of the MODU Code. It is unfamiliar to the ship designer who is entering the
offshore world because the ship designer is used to the SOLAS regulations in
his design projects. The following pages will discuss the differences between
the MODU Code and SOLAS. The exact objective of this chapter is to present
fire safety and fire integrity differences between the IMO MODU Code and
SOLAS. In the SOLAS, the rules of a passenger ship (carrying more than 36
passengers) are used as a comparison material. Passenger ship was selected
because it is familiar to the designers of Foreship Ltd. The fire safety design of
a passenger ship has the most difference when compared to the corresponding
offshore drilling units. Only the chapters of the MODU Code, which are different
from those of the SOLAS, are presented. Many sections of the MODU Code are
identical to the SOLAS, thus they are not included. The example vessel used in
this case is a drillship.

28
Picture 6. Fire and explosion scenarios. (Torgeir Moan, Safety of Offshore
Structures, 28, Norwegian University of Science and Technology).
7.1 Structural fire protection
In offshore construction the same methods as in ship construction are used
when it comes to fire integrity. Bulkheads and decks are insulated with various
class standards. As in the SOLAS, every space is categorized and numbered,
and accordingly, the right insulation is selected and installed. “Structural fire
protection details, materials and methods of construction should be in
accordance with the FTP Code, as applicable, and SOLAS regulations II-2/5.3
and II-2/6, as applied to cargo ships.” (MODU CODE, 9.2)
Fire integrity of bulkheads and decks
1. The spaces are categorized differently in the MODUs and hazardous
areas are specified in the MODU Code. This is explained by the fact that
passenger ships do not have hazardous situations as the MODUs.
2. The category numbering is different between the SOLAS and MODU
Code. Some spaces are named differently, and therefore, numbering is
applied in some cases.

29
Table 6. The category numbering of fire integrity.
Space MODU Code SOLAS
Control stations 1 1
Corridors 2 3
Accommodation spaces 3 6
Stairways 4 2
Service spaces (low risk) 5 7
Machinery spaces of
category A
6 12
Other machinery spaces 7 10, 11
Service spaces (high risk) 9 13
Open decks 10 5
Sanitary and similar
spaces
11 9
3. The minimum fire integrity of bulkheads and decks is not described in the
same way in the MODU Code as in the SOLAS. Both have similar tables
but the requirements are different for fire integrity of bulkheads (or decks)
separating adjacent spaces. The appendices exemplify how the design
of fire integrity differs in these two fields. The main difference concerns
offshore accommodation area which faces towards and is within 30
meters from an oil drilling place (MC 9.2.4.). Exterior boundaries of
superstructures and deckhouses enclosing accommodation have to be
designed and constructed according to “A-60” standard, because of fire
and explosion risk.
Even if the tables of both rule books look similar at the first sight, the first
thing to do is to disregard the SOLAS table”. The MODUs and tankers
have similar requirements concerning fire integrity but other ship types
will be designed with different provisions.

30
Fire integrity of bulkheads separating adjacent spaces
Fire integrity tables in rule books are comprehensive and therefore only the
main differences concerning the deck of the drillship are shown. To visualize the
fire safety and fire integrity differences between the MODU Code and the
SOLAS, an example picture of the Structural Fire Integrity Plan was made by
these two methods. The pictures were designed with help of the MODU Code
(Chapter 9) and the SOLAS (Chapter II-2). Examples of Structural Fire Integrity
Plans are presented in the appendices. Interesting and tangible results are seen
in these drawings. The main differences of the fire integrity of bulkheads
separating adjacent spaces are shown in the following table.
Table 7. Fire integrity of bulkheads.
Adjacent spaces MODU Code SOLAS
Accommodation/ Corridor B-0 B-15
Accommodation/ Accommodation C B-0
Stairways/ Accommodation A-0 A-15
Stairways/ Corridor A-0 B-15
Open deck/ Accommodation * A-0
Open deck/ Corridor * A-0
Open deck/ Stairways * A-0
* The division should be of steel or equivalent material, but need not to be of A-class.
As Table 7 shows, stricter requirements are demanded in the SOLAS. This
might be explained by the fact that there are passengers. Safety is the most
important matter on passenger ships. It should be noted that A-class is required
between the stairways and corridor in the MODU Code.
Fire integrity of decks separating adjacent spaces
The required insulations of decks also differ between the two rule books under
consideration. Some differences have been listed as follows.

31
Table 8. Fire integrity of decks.
Space below/ Space above MODU Code SOLAS
Accommodation/ Control station A-60 A-60
Accommodation/ Corridor A-0 A-15
Accommodation/ Accommodation * A-15
Accommodation/ Open deck * A-0
Corridor/ Accommodation * A-15
Corridor/ Corridor * A-0
Corridor/ Open deck * A-0
Open deck/ Open deck - -
Stairways/ Open deck * A-0
Stairways/ Stairways * A-0
* The division should be of steel or equivalent material, but need not to be of A-class.
7.2 Protection of accommodation spaces, service spaces and control stations
In the SOLAS hazardous areas are not presented much but in the MODU Code
mentions that accommodation spaces, control stations and service spaces
should not be located adjacent to hazardous areas. This is very understandable
because the risks are so high in hazardous areas. When the accommodation
area has to be constructed near the hazardous area, reliable engineering
evaluation is needed to ensure the adequate safety level. (MC 9.3.1)
Ducts in hazardous areas are something that have to be considered. Ducts
serving hazardous areas, galleys and machinery spaces should not pass
through accommodation spaces, control spaces and service spaces. Smoke
spreading in these areas can be prevented by the solution mentioned above.
The MODU’s operation is subject to the working condition of the critical areas.
This sets challenges to the designer but the Administration can give
opportunities to circumvent these provisions (except for the ducts passing
through hazardous areas), providing that some conditions are filled. These
terms are represented in the MODU Code (9.3.16).

32
7.3 Means of escape
In ship design there are many rules regarding the means of escape. The MODU
Code is simpler in this sector because most people are normally employed on
the MODUs. Unlike passenger ships, the design of the MODUs has an easier
opportunity for special provisions by the Administration. Passengers on ships
are visitors who are not conscious of the spaces and escape routes. Therefore,
the escape design of the ships has to be accounted for carefully.
The rules mentioned in the MODU Code are almost similar to those of the
SOLAS but the major difference concerns dead-end corridors. The SOLAS
(p.247) requires that a part of a corridor has a depth not exceeding its width.
The MODU Code (9.4.1.3) allows dead-end corridors up to seven meters in
length. This remarkable difference is a result of people operating on the vessel.
This kind of dead-end corridor on a passenger ship would cause a panic in an
emergency situation.
The other difference concerns ladders. In the SOLAS it is mentioned that
escape ladders should be of steel, but the MODU Code allows other equivalent
material as well (MC 9.4.2).
7.4 Emergency escape breathing devices
According to the SOLAS (3.4.2 p.251), all ships shall carry at least two
emergency escape breathing devices within the accommodation spaces. There
should be two EEBDs in each main vertical zone in all passenger (36+) ships.
Such reference was not in the MODU Code (9.6), but both should comply with
the FSS Code.
The MODU Code covers the requirements of the EEBDs in machinery spaces
instead of the accommodation areas etc. The following requirements are
represented in the MODU Code (9.6.2).

33
In the machinery spaces of category A containing internal combustion
machinery used for the main propulsion, the EEBDs should be positioned as
follows.
 One (1) EEBD in the engine control room, if located within the machinery
space.
 One (1) EEBD in workshop areas. If there is, however, a direct access to
an escape way from the workshop, an EEBD is not required.
 One (1) EEBD on each deck or platform level near the escape ladder
constituting the second means of escape from the machinery space (the
other means being an enclosed escape trunk or watertight door at the
lower level of the space).
 Alternatively, a different number or location may be determined by the
Administration taking into consideration the layout and dimensions or the
normal manning of the space.
For the machinery spaces of category A other than those containing internal
combustion machinery used for the main propulsion, one (1) EEBD should, as a
minimum, be provided on each deck or platform level near the escape ladder
constituting the second means of escape from the space (the other means
being an enclosed escape trunk or watertight door at the lower level of the
space).
For other machinery spaces, the number and location of EEBDs are to be
determined by the Administration. (MC 9.6)
7.5 Fire pumps, fire mains, hydrants and hoses
In the MODUs at least two independently driven fire pumps should be provided
(MC2009 9.7.1). On passenger ships (SOLAS p. 229, 2.2.2) either at least two
(less than 4000 gross tonnages) or at least three independently driven fire
pumps (4000 GT and upwards) should be provided. A larger structure requires
more pumping capacity.

34
The pressure at all hydrants should be at least (MC2009 9.7.5, SOLAS 2004
p.229):
 Offshore units: 0,35 N/mm2
 Passenger ships (GT<4000): 0,30 N/mm2
 Passenger ships (GT>4000): 0,40 N/mm2
Fire hoses in the MODUs should be of material approved by the Administration
but the fire hoses of the ships should be non-perishable material (SOLAS p.231
2.3.1.1). The SOLAS requires that every fire hose should be provided with a
nozzle and the necessary couplings. The MODU Code (9.7.20) requires that as
well but the nozzles have to be dual-purpose ones.
At least one international shore connection is needed in the offshore unit. The
requirement is the same on passenger ships (GT>500) but smaller ships do not
need it.
7.6 Portable fire extinguishers in accommodation, service and working spaces
This section is covered briefly in the MODU Code and the SOLAS and the rules
are in accordance with the FSS Code, which is outside the scope of the thesis.
The type of spaces are categorized completely differently and therefore it is
impossible to compare the recommended number of fire extinguishers.
However, the MODU Code has a suggestive table (MC 9-3) where the
recommended number and distribution of additional portable extinguishers are
shown.
7.7 Provisions for helicopter facilities
The SOLAS mentions that close to the helideck the following should be
included;
1. At least two dry powder extinguishers with a total capacity of not less than
45 kg. In addition to the SOLAS, the MODU Code demands that they
should be not less than 9 kg each (9.16.4.1).

35
2. The SOLAS requires a lift line of 5 mm diameter and 15 m in length. The
MODU Code requires 30 m of the line (9.16.4.7.11).
3. The MODU Code requires a crowbar for immediate use in a fire situation.
The SOLAS does not require it (9.16.4.7.11).
The need for the crowbar might be explained by the fact that the MODUs have
much activity on open decks. Dangerous situations in offshore duties demand
more powerful instruments. On the other hand, the lack of the crowbar on
passenger ships is understandable involving safety questions. Passengers
might use it as a striking weapon.
On the strength of the SOLAS, drainage facilities in the way of helidecks should
be constructed of steel. The MODU Code allows other arrangements providing
equivalent fire safety (9.16.5.1).
7.8 Operational readiness and maintenance
The SOLAS and MODU Code are nearly identical in this area but gas detection
and alarm systems are included in the MODU Code. The maintenance plan
should include in addition to the requirements of the SOLAS
1. portable hydrogen sulphide gas detection monitoring devices,
2. portable flammable gas and oxygen monitoring devices, and
3. gas detection and alarm systems (2009 MODU Code, 9.19.4; SOLAS
2004, 2.2.3 page 258).

36
8 CONCLUSION
Offshore is a broad concept, which makes it challenging to explore the field
precisely in the current thesis. Nevertheless, this study provides a practical
package for the designer who is entering the unfamiliar design area.
With narrow interpretation, notable differences between ship design and
offshore design can be noticed. The functional requirements of vessels in
comparison are so different that safety requirements vary significantly. There
are a lot of new points for a traditional ship designer in which case the study of
the thesis gives the basics for taking over offshore design.
The study can be improved and continued by selecting more rule books for
comparison. In principle, all points are discussed in a general way. National
rules and standards should be considered in such cases. The situation is
complex because almost all countries are applying the instructions of the
foregoing rule books with their own national rules and standards in their design
projects. It would be best to choose a specific design area for a research
subject.
The thesis is intended to serve as a guide when Foreship is tutoring its
upcoming offshore designers. The guide can be easily expanded with a new
design area and related issues.

37
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2014.pdf.

Appendix 1

Appendix 2

Appendix 3

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